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Airbussafetylib FLT Ops Cab Ops Seq09
Airbussafetylib FLT Ops Cab Ops Seq09
Introduction
Aircraft have cabin air systems that control pressurization, airflow, air filtration, and temperature. The purpose of these systems is to provide a safe and comfortable cabin environment, and to protect all cabin occupants from the physiological risks of high altitudes. Modern aircraft are now operating at increasingly high altitudes. This increases the physiological risks that are associated with decompression. In the case of decompression, there is a risk that not enough oxygen will be supplied to the body. This condition, hypoxia, is the greatest threat to both crewmembers and passengers. A recently published accident report, involving a case of slow decompression, suggested that the overall aviation industry does not provide sufficient training to flight crew and cabin crew on the identification and effective management of decompression. The objectives of this Flight Operations Briefing Note are, therefore, to: Review the different types of decompression Enhance cabin and flight crew awareness of the importance of rapidly taking appropriate actions to successfully manage decompression.
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Types of Decompression
The risk of a pressurized cabin is the potential for cabin decompression. This can occur due to a pressurization system malfunction, or damage to the aircraft that causes a breach in the aircraft structure, enabling cabin air to escape outside the aircraft, for example loss of a window, or a breach in the aircraft fuselage due to an explosion. The loss of pressurization can be slow - in case of a small air leak - while a rapid or explosive decompression occurs suddenly, usually within a few seconds. The consequences of decompression, and its impact on cabin occupants, depend on a number of factors, including: The size of the cabin: The larger the cabin, the longer the decompression time The damage to the aircraft structure: The larger the opening, the faster the decompression time The pressure differential: The greater the pressure differential between the cabin pressure and the external environmental pressure, the more forceful the decompression.
When cabin pressure decreases, cabin occupants are no longer protected from the dangers of high altitudes, and there is an increased risk of hypoxia, decompression, illness, and hypothermia. It is, therefore, important that crewmembers recognize the different types of decompression, react effectively to overcome the difficulties associated with a loss in cabin pressure.
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If a breach in the aircraft structure is the cause of the decompression: Unsecured items in the immediate area are ejected from the aircraft Debris may fly around the cabin Loose items may become projectiles Dust particles may limit visibility.
In the case of rapid/explosive decompression, there may be a lot of confusion due to the high noise level and fog that makes it difficult to communicate in the cabin.
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Hypoxia
As mentioned, the greatest danger during decompression is hypoxia. To prevent crewmembers from becoming significantly impaired or incapacitated, the cabin crew must continuously observe passengers and crewmembers for the signs and symptoms of hypoxia. The effects of hypoxia (lack of oxygen) cannot be over emphasized. It is important for the cabin crew to realize that even mild hypoxia, though not fatal, can have fatal results. This is because hypoxia can significantly reduce the crewmembers ability to perform, and consequently lead to errors that may be fatal. The insidious nature of hypoxia causes a subtle decrease in individual performance, followed by incapacitation, the symptoms may not be identified until it is too late. The most common type of aviation hypoxia is "hypoxic hypoxia", that occurs due to low partial pressure of oxygen in the arterial blood. If oxygen is not used immediately in hypoxia cases, it is possible that occupants become incapacitated and lose consciousness in a very short time.
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It is necessary to remember that each person may not react in the same way, and that the symptoms of hypoxia may manifest themselves differently in each individual. Initial signs of hypoxia include: Stomach pain due to gas expansion Tingling sensation in the hands and feet Cyanosis (blue discoloration of the lips and fingernails) Increased rate of breathing Headache Nausea Light-headedness Dizziness Sweating Irritability Euphoria Ear discomfort.
These symptoms become more pronounced with the lack of oxygen, for example: Impaired vision Impaired judgment Impaired motor skills (not able to coordinate body movements) Drowsiness Slurred speech Memory loss Difficulty to concentrate.
Hypoxia can cause a false sense of well-being. It is possible for a person to be hypoxic and not be aware of their condition. Therefore, it is important that the cabin crew recognizes the signs of hypoxia, and provides oxygen as soon as possible, in order to prevent a loss of consciousness. The affected passenger or crewmember usually recovers a few minutes after receiving oxygen. However, they may not be aware of having lost consciousness.
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The cabin crew must remember that, in cases of continued physical activity, the time of useful consciousness (Table 1) is significantly reduced.
Moderate Activity
5 minutes 2 minutes 1 minute 45 seconds 30 seconds 18 seconds
Sitting Quietly
10 minutes 3 minutes 1.5 minutes 1.25 minutes 45 seconds 30 seconds
Carlyle, 1963
Table 1 Time of Useful Consciousness Table at Various Altitudes Note: It is important to emphasize that this table is only a guideline, and provides average values that can increase or decrease, depending on the skills needed to accomplish a task, on the individuals health, and on the amount of activity. For example, the time of useful consciousness for a cabin crewmember involved in moderate activity is significantly less, compared to a passenger that is sitting quietly.
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The following are some other factors that can contribute to reducing the time of useful consciousness: Fatigue: A person who is physically or mentally fatigued will have an increased risk of hypoxia Physical effort: During physical activity, there is an increased need for oxygen, an increased risk of hypoxia and, as a result, a decrease in the amount of useful consciousness time Alcohol: Alcohol can significantly affect behavior, and can increase the risk of hypoxia, in addition to aggravating some of the behavioral changes resulting from hypoxia.
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If the cabin crew is not able to sit down or grasp a fixed object, they should wedge themselves between passengers and ask passengers for assistance. For example, in one cabin decompression event, a cabin crewmember was saved from ejection out of the aircraft, because a passenger was holding on to the cabin crewmember's ankle. The priority of the cabin crew is to consider their personal safety. Incapacitated or injured cabin crewmembers will not be able to assist other cabin crewmembers and passenger during the post-decompression phase.
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communication between the flight and cabin crew. In many abnormal and emergency situations, the cabin crew plays an important role in helping the flight crew to identify and resolve developing problems. Many incident and accident reports have revealed that effective crew communication, between flight and cabin crew, can make the difference between an accident and an incident. It has also been revealed that ineffective communication between the flight and cabin crew has contributed to the severity of an accident.
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Post Decompression
After a decompression, when the aircraft reaches a safe altitude, the cabin crew can move around the cabin, and should use the portable oxygen cylinders until they are confident that they can breathe without support. When the emergency descent is completed, and a safe altitude is reached, the cabin crew should consider their oxygen requirements. Due to the physical activity at an increased altitude, the cabin crew may still be exposed to hypoxia. Oxygen deprivation can be insidious and the cabin crew may not be the best judges of their own oxygen intake after decompression. After cabin decompression, the cabin crew should: Check on the flight crew, and be prepared to assist in the case of pilot incapacitation Check passengers for any injuries Check the cabin for any damage Provide first-aid and oxygen, as necessary Report the cabin status to the flight crew.
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Oxygen Systems
When the cabin altitude rises above 14 000 feet, the oxygen masks stored above the passenger seats, in the lavatories, galleys, and crew stations will deploy automatically. The flight crew may also manually deploy the oxygen mask system. Oxygen masks are stowed in groups and have a release pin, connected to a lanyard. Pulling one mask is sufficient to activate the oxygen flow for all the other masks of the same group. The following two types of oxygen are available on the aircraft: Chemical Gaseous.
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Therefore, the cabin crew should make a passenger announcement, when it is safe to do so, that there is a possibility of a smell of burning associated with the normal operation of chemical oxygen generator systems.
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There is a lack of cabin crew procedures, applicable to a loss in cabin pressure, oxygen mask deployment, and aircraft continuation of climb. Often, the procedures do not sufficiently emphasize the importance of immediately donning the nearest oxygen mask The cabin crew does not apply the procedures correctly. For example, oxygen masks are removed during decompression, causing incapacitation There is a lack of communication between the cabin and flight crew. For example, the cabin crew does not notify the flight crew of oxygen mask deployment in the cabin.
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Prevention Strategies
It is important for flight and cabin crews to be able to identify the different types of decompression, and immediately react appropriately in order to ensure flight safety and limit the risk of hypoxia. This can be achieved through appropriate training, including: Enhanced training decompression which includes, how to identify the different types of
Developing an increased awareness of the signs and symptoms of hypoxia, the effects of hypoxia on performance, and the importance of immediately using oxygen Understanding the need for good communication, coordination and cooperation, between the flight crew and the cabin crew.
Operators should ensure that these courses emphasize the need for effective communication, coordination, and cooperation between the flight crew and the cabin crew.
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Regulatory References
FAA Flight Standards Information Bulletin for Air Transportation Use of Oxygen Mask by Cabin Crew During Decompression - http://www.faa.gov/ FAA Advisory Circular AC 61-107A - Operations of Aircraft at Altitudes Above 25,000 feet MSL and/or Mach Numbers (Mmo) Greater than .75 http://www.airweb.faa.gov/ FAA Advisory Circular AC 120-48 Communication and Coordination between Flight Crewmembers and Flight Attendants - http://www.airweb.faa.gov/ United Kingdom CAA - Flight Operations Department Communication FODCOM 1/2003 - http://www.caa.co.uk
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Airbus References
A320 Family, A330, A340 & A380 Cabin Crew Operations Manuals Getting to Grips with Cabin Safety (Brochure) Safety First (The Airbus Flight Safety Magazine) Issue # 03 December 2006 Pages 30-35 - Hypoxia an Invisible Enemy Cabin depressurization effects on human physiology.
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Note: These articles can be found on the Australian Civil Aviation Safety Authority website http://www.casa.gov.au/.
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This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying techniques and best practices, operational and human factors, suggested company prevention strategies and personal linesof-defense related to major threats and hazards to flight operations safety. This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or airlines AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times. In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded. All uses shall credit Airbus. Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or translation and for the updating and revision of any duplicated version.
Airbus Customer Services Flight Operations Support and Services 1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference: FLT_OPS CAB_OPS SEQ 09 REV 01 APR. 2007
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